DE102009009888A1 - Chassis regulating method for vehicle, involves producing control variable, computing control variable as vectorial variable, determining relative variables and modal separating relative variables from each other - Google Patents

Abstract

The method involves producing a control variable for controlling a chassis actuator (11) using an actuator controlling device (20) depending on determination data. A control variable is computed as a vectorial variable which exhibits multiple modal components. Multiple relative variables are determined, where the variables characterizes the relative position between a vehicle structure (12) and a reference plane that is defined by wheel rebellion points (P) of a vehicle. The relative variables are modal separated from each other during computation of control variable.

Description

The The invention relates to a method for controlling a chassis of a Vehicle with at least one controllable Fahrwerksaktuator having active suspension, with a detection data generating Determining means, wherein the determination data influence the lane profile of the lane on the position and / or the movement of the vehicle body, and with an actuator control device, for controlling the at least one Fahrwerksaktuator in dependence from the determination data of the determination means a control quantity causes.

Such a procedure is over US Pat. No. 6,233,510 B1 known. The road condition is predetermined and used to influence the spring units of the vehicle. A sensor-for example a laser sensor or an image recognition sensor-detects the road surface in front of the vehicle and transmits the sensor data to a control unit, which predetermines the roadway height profile lying in front of the vehicle in the direction of travel. Depending on this lane height profile, an active suspension system with multiple spring or damper units is affected and the spring rate, damping rate, pressure, level, etc. are controlled or regulated.

such Approaches involving a direct inversion of the wheel dynamics and at least a partial compensation of the road bumps want to cause the wheel are unsatisfactory. First, such compensation very sensitive to parameters. Algebraic approaches to this Art can go up against the intended effect lead to an unstable behavior of the control. It exists also the risk that a regulator for regulating the bodywork regulation and the anticipatory road profile Regulation against each other. On the other hand acts a wheel-related Compensation more than necessary because the vehicle body three degrees of freedom but at least four vehicle wheels are regulated. The resulting fourth degree of freedom - the like called tension of the chassis - has on the comfort no influence.

It An object of the present invention is this known method to improve.

The The object is solved by the features of claim 1. Advantageous embodiments and further developments emerge the dependent claims.

at the inventive method control of a Suspension of a vehicle with at least one controllable Fahrwerksaktuator having active suspension are using a Determination device generates determination data that determines the influence the lane profile of the lane on the position and / or the movement indicate the vehicle body. Furthermore, with an actuator control device a control variable as a function of determined the determination data and the control of at least a Fahrwerksaktuator based. The drive size is calculated as a vectorial quantity, which is several Modal components, in particular components for the independent modes of lifting movement, pitching motion and rolling motion. Furthermore, several relative sizes determines the relative position between the vehicle body and a reference plane defined by wheel contact points of the vehicle describe and in the calculation of the drive quantity modal separated from each other.

The process of the invention takes into account two or more, the relative position between the vehicle body and the reference plane described relative sizes in the calculation of the control variable (z _rel, n _rel, w _rel) modal separated from each other, in particular a relative assembly position between the vehicle body and the reference plane and / or a relative pitch angle between the vehicle body and the reference plane and / or a relative roll angle between the vehicle body and the reference plane. In this way, the construction position can be optimally controlled or regulated. The modal body-based regulation is energy-efficient, as unnecessary adjustment movements of the individual wheels can be avoided. In addition, this modal control is much more robust.

advantageous Embodiments of the method result from the dependent Claims.

It is advantageous if when calculating the drive quantity several acceleration variables describing the movement of the vehicle body, such as B. the body acceleration of the vehicle body and / or a pitch angular acceleration of the vehicle body and / or a Roll angular acceleration of the vehicle body, modal separated from each other be taken into account, reducing the regulation of the landing gear and thus the ride comfort can be further improved.

The modal separate consideration of the relative sizes, as well as the position and acceleration quantities can be easily calculated by putting the equation to calculation the drive size achieved in vector or matrix form become.

ist, REL der Vektor mit den berücksichtigten Relativgrößen (z_rel, n_rel, w_rel) ist und K_{2B_R}, K_{B_R} und K_{I_R}, Reglerzählermatrizen sind.It is also possible to determine the drive variable as a function of a chassis control component and a look-ahead component, wherein the chassis control component is proportional to a counter matrix polynomial and an inverse nominal matrix polynomial. In particular, the drive quantity is determined using the following equation: u G = u ABC + prev With u ABC = [Q] -1 · [(K 2B_R · s 2 + K B_r · S) · B + K I_R · REL] where u _{G is} the control variable, u _{ABC is} the chassis control component, u _{prev is} a look-ahead component resulting from the determination data, Q is the denominator matrix polynomial, the expression ⌊ (K _{2B_R} * s ² + K _{B_R} * s) * B + K _{I_R} REL⌋ is the counter matrix polynomial, B is a vector with the considered acceleration magnitudes

is the vector REL with the considered relative sizes (z _rel, n _{rel, rel} w) and K _{2B_R,} K and K _{B_r I_R,} Reglerzählermatrizen are.

there it is advantageous if the denominator matrix polynomial has an at least is two orders higher than the counter matrix polynomial. This ensures that the scheme does not jump is.

It is also beneficial when determining the foresight component at least partially compensates the filter effect of the denominator matrix polynomial becomes, whereby the Ansteuergröße better at the Detection data of the determination device is adjusted.

The Controller counter matrices are advantageously based on the specification of a desired behavior and chassis parameters, the characterizing the chassis of the vehicle.

Of the Perspective share is advantageously determined so that the or the suspension actuators shortly before a fault occurs in the lane profile of the road or simultaneously with the Occurrence of the disorder acts or act to influence the disturbance on the vehicle body as completely as possible or at least partially compensate.

in the Below is an embodiment of the method based the accompanying drawings explained. Showing:

1a a schematic representation of a part-vehicle model with wheel, spring or damper unit and vehicle body,

1b a schematic representation of a vehicle model with spring or damper units and vehicle body on an uneven road surface,

2a a schematic partial view of a first active suspension system with spring or damper unit,

2 B a schematic partial view of a second active suspension system with spring or damper unit,

3 1 is a block diagram of a control of an exemplary embodiment of a method for controlling a chassis,

In 1a is shown a schematic representation of a part-vehicle model, with a vehicle wheel 10 of this vehicle wheel 10 associated controllable spring or damper unit 11 and the vehicle body shown as a mass 12 , the vehicle's center of gravity 13 having. With P in the figure is a Radaufstandspunkt the vehicle wheel 10 referred to, ie the point at which the vehicle wheel 10 the roadway touched. The part-vehicle model represents only one of the vehicle wheels 10 relevant part of the entire vehicle and applies, for example, in a car with two axles for each of the four vehicle wheels 10 as well as for the four spring or damper units 11 like this in 1b is shown schematically.

ist das ortsabhängige Fahrbahnprofil einer Fahrbahn F gekennzeichnet. Dieses durch den Fahrbahnprofilvektor FV beschriebene Fahrbahnprofil weist drei Anteile bzw. Modi auf:

• – z_Straße beschreibt den Fahrbahnprofilanteil, der im Fahrzeugaufbau 12 eine Hubbewegung in Richtung der Fahrzeughochachse verursacht, wie z. B. eine langegezogene Bodenwelle;
• – n_Straße beschreibt den Fahrbahnprofilanteil, der im Fahrzeugaufbau 12 eine Nickbewegung um die Fahrzeugquerachse verursacht, wie z. B. eine kurze Bodenwelle und
• – w_Straße beschreibt den Fahrbahnprofilanteil, der im Fahrzeugaufbau 12 eine Wankbewegung um die Fahrzeuglängsachse verursacht, wie z. B. eine quergeneigte Fahrbahn.

This sub-vehicle model is based on a stationary coordinate system 14 , With the lane profile vector

the location-dependent roadway profile of a carriageway F is marked. This roadway profile described by the roadway profile vector FV has three parts or modes:

• - z _road describes the roadway profile component in the vehicle body 12 causes a lifting movement in the direction of the vehicle vertical axis, such. B. a long-drawn bump;
• - n _road describes the roadway profile share in the vehicle body 12 causes a pitching movement about the vehicle transverse axis, such. B. a short bump and
• - w _road describes the roadway profile component in the vehicle body 12 causes a roll movement about the vehicle longitudinal axis, such. B. a transversely inclined roadway.

beschreibt analog zum Fahrbahnprofilvektor FV die drei Anteile bzw. Modi der Aufbauposition des Fahrzeugaufbaus 12:

• – z beschreibt eine Hubposition des Fahrzeugaufbaus 12 in Richtung der Fahrzeughochachse;
• – n beschreibt eine Nickposition des Fahrzeugaufbaus 12 um die Fahrzeugquerachse und
• – w beschreibt eine Wankposition des Fahrzeugaufbaus 12 um die Fahrzeuglängsachse.

The construction position vector

analogous to the lane profile vector FV describes the three parts or modes of the construction position of the vehicle body 12 :

• - z describes a stroke position of the vehicle body 12 in the direction of the vehicle vertical axis;
• - n describes a pitching position of the vehicle body 12 around the vehicle transverse axis and
• - w describes a rolling position of the vehicle body 12 around the vehicle's longitudinal axis.

The current actual level z _{AR of} the spring or damper unit 11 can by controlling an actuator 11 ' the spring or damper unit 11 be set or changed. All spring or damper units 11 of the active landing gear are from a control unit 20 driven. The control unit determines the setting for the spring or damper units 11 among other things depending on sensor data and in particular the sensor data of a road sensor 21 that is in front of the vehicle in the direction of travel 5 detected roadway profile, from which the roadway profile vector FV can be formed.

Like this in 1b is shown schematically, can for each vehicle 10 or at least for each vehicle side, a different roadway level, z. For example _{street, VL} (x) in the left front wheel, for _{road VR} (x) on the right front wheel, for _{road, HL} (x) in the left rear wheel and z _{road, HR} (x) on the right rear wheel, which, by several for example, trained as a laser scanner, scanning units 21L . 21R of the road sensor 21 at different points of the vehicle - for example, left and right in front of the front wheels on each side of the vehicle - can be detected. Also the actual levels z _{AR of} the spring or damper units 11 can differ. Therefore, these sizes become for each of the spring or damper units 11 determined or set separately.

About the control unit 20 can the the vehicle wheels 10 a non-illustrated vehicle associated with active spring or damper units 11 are controlled independently of each other, about the construction position of the vehicle body described about the build-up position vector AV 12 in the range of all vehicle wheels 10 to influence.

The influence or regulation of the construction position and / or the movement of the vehicle body 12 can be done in all dimensions. Accordingly, the pitch and / or the rolling and / or the Huben, and optionally also the wheel contact forces of the vehicle wheels 10 influenced, controlled or regulated on the road surface. As a result, a tension of the chassis can be achieved, for example. In particular, the wheel contact forces of two diagonally opposite vehicle wheels with respect to the wheel contact forces of the other two diagonally opposite vehicle wheels can be increased or decreased. In this way, the lateral dynamic behavior of the Vehicle influence.

In the 2a and 2 B are two examples of active suspension systems schematically based on a vehicle wheel 10 shown in partial view. As a spring or damper unit 11 There are active spring or damper units 11a respectively. 11b provided with adjustable springs. Under adjustable springs are understood here springs with adjustable touchdown. Alternatively or additionally, active spring or damper units could also be used 11 be used with adjustable dampers.

2a shows an active hydropneumatic spring or damper unit 11a with a pressure source 60 and a storage container 61 each fluidly with an electrically controllable spring valve 62 are connected. The spring valve 62 Depending on its valve position, either the pressure source 60 or the reservoir 61 with a pressure room 63 a piston-cylinder unit 64 that the actor 11 ' the hydropneumatic spring or damper unit 11a represents, fluidly connect or interrupt all fluid connections, so that the actual level z _{AR of} the hydropneumatic spring or damper unit 11a enlarged, reduced or kept constant. With the pressure room 63 is over a throttle 65 , which can be made adjustable, a work space 66 a compressed gas tank 67 connected. The workroom 66 is through a flexible membrane of a compressed gas space 68 separated. The compressible compressed gas in the compressed gas space 68 ensures the hydropneumatic spring unit 11a for the spring effect. The throttle 65 causes a damping. The piston-cylinder unit 64 and the compressed gas tank 67 set the adjustable spring 64 . 67 represents.

Another form of active spring or damper unit 11 an active chassis system is in 2 B shown as ABC spring unit 11b can be designated, where "ABC" stands for "Active Body Control". Same components compared to the hydropneumatic spring unit 11a are provided with the same reference numerals. The ABC spring unit 11b points in contrast to the hydropneumatic spring unit 11a no compressed gas tank 67 on. The ABC spring unit 11b has a series arrangement of a coil spring 70 with the piston-cylinder unit 64 on, wherein this series connection is the adjustable spring 64 . 70 the spring or damper unit 11b forms. Parallel to this adjustable spring 64 . 70 is a separate damper 71 provided, which is designed for example as a variable damper. As with the hydropneumatic spring unit 11a can the pressure room 63 the piston-cylinder unit 64 over the spring valve 62 be filled, emptied or locked to the actual level z _{AR of} the ABC spring unit 11b set according to a desired level.

The following is based on the 3 An embodiment of a method for controlling an active chassis of a vehicle or its spring or damper units 11 explained in detail.

The two scanning units 21L . 21R of the road sensor 21 grasp the road profile values z _{road, L} (x), z _{road, R} (x) of the road F in the direction of travel 5 in front of the vehicle both on the right side of the vehicle in front of the right front wheel and on the left side of the vehicle in front of the left front wheel. In a processing unit 22 is determined from these road profile values taking into account the current vehicle longitudinal speed of the lane profile vector FV, which also depends on the path x or on the current vehicle longitudinal speed of the time t. The road sensor 21 and the processing unit 22 are part of the determination device for determining the determination data, which are formed, for example, by the roadway profile vector FV.

The determination data in the form of the lane profile vector FV become the control unit 20 transmitted. In the control unit 20 the control quantity u _{G is determined} as a vectorial quantity with modal components u _GZ , u _GN , u _GW for the 3 modes of stroke movement, pitch movement and roll motion. The drive quantity u _G is via a coordination unit 25 the active spring or damper unit 11 fed. Task of the coordination unit 25 it is to divide the three modal components u _GZ , u _GN , u _{GW of} the control variable u _G into four actuating signals u _s1 , u _s2 , u _s3 , u _s4 , in order to provide the control interventions on the four spring or damper units 11 ' of the chassis.

Nickwinkelbeschleunigung

und Wankwinkelbeschleunigung ẅ des Fahrzeugaufbaus 12. Der Vektor REL enthält als Komponenten die Relativkoordinaten der Fahrzeugaufbauposition gegenüber einer Bezugsebene. Die Bezugsebene ist dabei eine Approximation einer Radaufstandsfläche, d. h. einer Fläche, die durch die Berührungspunkte zwischen den Fahrzeugrädern 10 und der Fahrbahn F verläuft. Die Bestimmung des Vektors REL kann beispielsweise auf Basis der Messung von Federwegen erfolgen.The figure also shows a block 30 holding the vehicle 12 together with a sensor system and a signal processing device. The sensor detects the movement of the vehicle body 12 and the signal processing device is used to convert the detected movement into modal quantities, which are referred to as vectors B, REL control unit 10 be supplied. The vector B contains as components the acceleration values for the body acceleration

Pitch angular acceleration

and roll angular acceleration ẅ of the vehicle body 12 , The vector REL contains as components the relative coordinates of the vehicle body position with respect to a reference plane. The reference plane is one Approximation of a wheel contact surface, ie an area that passes through the points of contact between the vehicle wheels 10 and the road F runs. The determination of the vector REL can for example be based on the measurement of spring travel.

The from the control unit 20 certain control variable u _G is composed of a chassis control component u _ABC and a look-ahead u _prev . The chassis control component u _ABC is thereby controlled by one in the control unit 20 provided preview controller 23 calculated from the vectors B and REL and the _{lookahead component} u _prev is one of in the control unit 20 provided bodybuilders 24 calculated from the roadway profile vector FV.

wobei

s

die Laplacevariable (komplexe Frequenz) darstellt

Θ_A

eine fahrzeugspezifische Trägheitsmatrix darstellt, deren Komponenten durch Messungen ermittelbar sind und den Einfluss von Masse und Trägheit auf den Fahrzeugaufbau beschreiben,

K_D:

eine fahrzeugspezifische Dämpfungsmatrix darstellt, die die am Fahrzeugaufbau resultierende dampfende Wirkung der Dämpfer beschreibt,

K_F:

eine fahrzeugspezifische Federmatrix darstellt, die die am Fahrzeugaufbau resultierende federnde Wirkung der Federn beschreibt,

For the active spring or damper unit 11 the following equation can serve as a model:

in which

s

represents the Laplace variable (complex frequency)

Θ _A

represents a vehicle-specific inertia matrix whose components can be determined by measurements and describe the influence of mass and inertia on the vehicle body,

K _D :

represents a vehicle-specific damping matrix which describes the steam-generating effect of the dampers on the vehicle body,

K _F:

represents a vehicle-specific spring matrix which describes the spring effect of the springs resulting from the vehicle body,

mit

⌊T₄s⁴ + T₃s³ + T₂s² + T₁s + I⌋:

Nennermatrixpolynom Q mit noch zu bestimmenden Koeffizienten T₁ bis T₄

K_{2B_R}, K_{B_R} und K_{I_R}:

noch zu bestimmende Reglerzählermatrizen

Vektor B, der als Komponenten die Beschleunigungswerte für die Aufbaubeschleunigung

Nickwinkelbeschleunigung

und Wankwinkelbeschleunigung ẅ des Fahrzeugaufbaus 12 enthält, welche aus Sensorsignalen berechnet werden, die von am Fahrzeug vorgesehenen Sensoren bereitgestellt werden,

Vektor REL, der die ermittelten Relativkoordinaten des Fahrzeugaufbaus 12 gegenüber einer Bezugsebene enthält. Die Bezugsebene ist dabei die Ebene mit der geringsten Abweichung den Radaufstandspunkten P der vier Fahrzeugräder 10. Die Bestimmung des Vektors REL kann beispielsweise auf Basis der Messung von Federwegen erfolgen.As a minimum matrix regulator structure, the following equation (2) can be selected, wherein an extension of the controller structure by taking additional degrees of freedom in the controller counter is conceivable. For a body builder 24 with minimal controller structure:

With

⌊T ₄ s ⁴ + T ₃ s ³ + T ₂ s ² + T ₁ s + I⌋:

Denominator matrix polynomial Q with coefficients T ₁ to T ₄ to be determined

K _{2B_R} , K _{B_R} and K _{I_R} :

Controller counter matrices still to be determined

Vector B, which as components the acceleration values for the body acceleration

Pitch angular acceleration

and roll angular acceleration ẅ of the vehicle body 12 which are calculated from sensor signals provided by sensors provided on the vehicle,

Vector REL, which determines the relative coordinates of the vehicle body 12 relative to a reference plane. The reference plane is the plane with the smallest deviation of the wheel contact points P of the four vehicle wheels 10 , The determination of the vector REL can for example be based on the measurement of spring travel.

Of the Vector REL thus gives the difference between the built-up position vector AV and the lane profile vector FV.

Around sufficient resistance to interference of the control too ensure that the denominator matrix polynomial Q is one at least two orders higher than the counter matrix polynomial.

wobei gilt: [Q] = ⌊T₄s⁴ + T₃s³ + T₂s² + T₁s + I⌋From the equations (1) and (2), taking into account REL = AV - FV, the following relationship arises:

where: [Q] = ⌊T ₄ s ⁴ + T ₃ s ³ + T ₂ s ² + T ₁ s + I⌋

If one were to solve equation (3) for the build-up position vector AV, a denominator polynomial N would be responsible for the stability behavior of the control. For this denominator polynomial N, therefore, a desired polynomial N _{desire of the} same order-in this case, 7th order-can be set up as follows: N wish = (μ 7 · s 7 + μ 6 · s 6 + μ 5 · s 5 + μ 4 · s 4 + μ 3 · s 3 + μ 2 · s 2 + μ 1 · S + I).

This desired polynomial describes the desired control behavior of the control. It should have a diagonal structure, ie all matrices μ ₇ , μ ₆ , μ ₅ , μ ₄ , μ ₃ , μ ₂ , μ ₁ , I of the polynomial should be diagonal matrices, and orient themselves to the dynamic behavior of the unregulated system in order to interact between the control and the controlled system. This results in:

By a matrix coefficient comparison, the controller coefficient matrices can be determined:

Of the Thus calculated controller achieved a decoupling of the momentum. A counter diagonalization is only achieved with a tendency.

In order to realize a modal structure-based control, in contrast to a wheel-related compensation, the following approach is chosen: u G = u ABC + prev (6)

On the basis of equation (4), the following relationship results for the closed control loop, as described in US Pat 3 is shown:

The filter effect of a body builder 24 is compensated, which can be described by the following approach: u prev = [Q] -1 · K I_R · u * prev (8th)

From equations (7) and (8) one obtains:

mit

This matrix equation is considered decoupled. Due to the given diagonal structure of the desired polynomial, this is correct for the denominator polynomial N of the system, but only approximately for the numerator polynomial Z, which does not affect the stability of the system since there are no effects on the denominator polynomial. For each of the three modes Huben w, N pitch n and wank w, the following scalar equation can be given:

With

For every mode we now make a pole-zero cut. Without this pole-zero cut would be the ride comfort be affected, since already eliminated movement shares would be re-coupled by the scheme. An impairment The robustness of the scheme is due to the pole-zero cut not to be feared, since it is about stable poles. The resulting regulation is for the vehicle occupants because of the reduction in movement complexity achieved thereby enjoyable.

Equation (10) can be transformed by introducing a common polynomial N _{j_g} :

For the regulation taking into account the lane profile becomes a scalar desired polynomial Z wish j_Straße for the meter term Z ' _{j_Straße} determined.

It follows:

In this case, interference components with a frequency above a predetermined frequency threshold can be disregarded in order to suppress unwanted control or actuating operations. Equation (13) then becomes:

Summarized for all modes, the following equation for the preview controller results 23 :

The scalar desired polynomial Z wish j_Straße describes the reaction behavior of the control when driving over certain structures such. As steps, ramps, parabolic surfaces. It must be meaningfully defined taking boundary conditions into account. Convergence requirements for the overall system are already taken into account in the regulation. Therefore, the zero, first and second order counter coefficients of the counter terms Z ' _{j_Street} must be left as required (convergence only when crossing stages, or additionally when _ramping over ramps or parabolic surfaces) and can only be reduced at very low speeds. In general, therefore, the coefficients of the desired scalar polynomial become Z wish j_Straße until the second or third order those of the counter term Z ' _{j_Straße} correspond. As a result, the counter polynomial Z only uses signals of the road profile from the second or third derivative.

As often the order of the term N red j_g · [Z ' Street - Z wish Street ] red is greater than the order of the denominator [Q] = ⌊T ₄ s ⁴ + T ₃ s ³ + T ₂ s ² + T ₁ s + I⌋ in equation (15), the feasibility may be at risk. By a phase-free filtering of the lane profile in the direction of travel away from the vehicle and counter to the direction of travel - so-called forward-backward filtering - the first and second derivative at the four wheel contact points can be calculated directly. The forward-backward filtering is in the German patent application 10 2008 007 657 described in detail, to which reference is expressly made. The order of the counter can therefore be two greater than the denominator order in equation (15). If this is not sufficient, then the order of the counter in equation (15) of the closed loop must be further reduced by a modal adjustment of the frequency reduction.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - US 6233510 B1 [0002]
• - DE 102008007657 [0058]

Claims (9)

Method for controlling a chassis of a vehicle with at least one controllable chassis actuator ( 11 . 11 ' active chassis, with a determination data generating determination device ( 21 . 22 ), wherein the determination data (FV) the influence of the roadway profile of the roadway (F) on the position and / or the movement of the vehicle body ( 12 ) and with an actuator control device ( 20 ), which is used to control the at least one Fahrwerksaktuator ( 11 . 11 ' ) in response to the determination data of the detection means causes a control variable (u _G ), characterized in that the drive quantity (u _G ) is calculated as a vectorial variable having a plurality of modal components (u _GZ , u _GN , u _GW ), that a plurality of relative sizes (z _rel , n _rel , w _rel ) are determined, the relative position between the vehicle body ( 12 ) and a reference plane defined by wheel contact points (P) of the vehicle, and that the relative variables (z _rel , n _rel , w _rel ) are taken into account modally separated from one another in the calculation of the actuation variable (u _G ). A method according to claim 1, characterized in that as relative variables a relative construction position (z _rel ) between the vehicle body and reference plane and / or a relative pitch angle (n _rel ) between the vehicle body and reference plane and / or a relative roll angle (w _rel ) between the vehicle body and reference plane be used. A method according to claim 1 or 2, characterized in that in the calculation of the control variable (u _G ) a plurality of the movement of the vehicle body descriptive acceleration variables, in particular a body acceleration

the vehicle body and / or a pitch angle acceleration

the vehicle body and / or a roll acceleration (ẅ) of the vehicle body, modal separated from each other are taken into account. Method according to one of the preceding claims, characterized in that the modally separated consideration of the position or acceleration variables (z _rel , n _rel , w _rel ,

is achieved by setting up the equation for calculating the drive quantity (u _G ) in vector or matrix form. Method according to one of the preceding claims, characterized in that the control variable (u _G) dependent on a chassis control portion (u _ABC), which is proportional to a Zählermatrixpolynom and an inverse Nennermatrixpolynom (Q), and a look-ahead portion (u _prev) is determined, in particular by the following equation u G = u ABC + prev = [Q] -1 · [(K 2B_R · s 2 + K B_r · S) · B + K I_R · REL] + u prev where B is the vector with the considered acceleration variables

where REL is the vector with the relative _quantities considered (z _rel , n _rel , w _rel ), K _{2B_R} , K _{B_R} and K _{I_R} , controller counter matrices, Q is the denominator matrix polynomial and u _prev is the lookahead component resulting from the detection data. Method according to claim 5, characterized in that that the denominator matrix polynomial (Q) is one at least two higher Has order than the counter matrix polynomial. The method of claim 5 or 6, characterized in that in determining the look-ahead component (u _prev) the filter effect of the chassis control portion and in particular the Nennermatrixpolynom (Q) is compensated. Method according to one of claims 5 to 7, characterized in that the controller counter matrices (K _{2B_R} , K _{B_R} , K _{I_R} ,) based on the specification of a _{desired behavior} and based on the chassis of the vehicle characterizing chassis _parameters (Θ _A , K _D , K _F ). Method according to one of claims 5 to 8, characterized in that the look-ahead portion (u _prev ) is determined such that the at least one Fahrwerksaktuator ( 11 . 11 ' ) just before a disturbance in the lane profile of the lane (F) occurs or acts simultaneously with the occurrence of the fault to at least partially compensate for the influence of the fault on the vehicle body.